Internal-combustion engine



Jan. s, 1929. 1,697,931

H. A. SCHMIDT INTERNAL. COMBUSTION ENGINE Filed Oct 14, 1926 I ATTORNEYPatented Jan. 8, 1929.

HENRY ALBERT SCHMIDT, OF COMINS, MIGHIGAN.

T 'FFIC mrnnnAL-corr ausrron ENGINE.

Application filed October 14, 1926. s mi No. 141,503.

bustion engines which is of simple and cheap construction and which willoperate more efiiciently than the valving methods now used. Another obect or my invention 18 to pro,

" vide a valving mechanism for internal combustion engines which willsimplify the construction of cylinders and which will require the use ofvery few mechanical parts as compared with the valvingmechanisms nowcommonly used.

Another object of my invention is to provide valving mechanism of thesliding type, wherein the various intake and exhaust port openings areoperated in unison.

With these and other objects in View, my invention consists in thearrangement, combination and construction of the various parts of myimproved device, as described in the specification, claimed in my claimsand shown in the accompanying drawings, in

which Fig. 1 is a longitudinal cross section, taken on line 11 of Fig.3, of an internal combustion engine having my invention embodiedtherein.

2 is a plan View of the head and manifolds of an internal combustionengine embodying my invention, the valve ports being shown in dottedlines.

Fig. 3 is a view taken on line 33 of Fig. 1.

Fig. 4 is a view taken on line 4-4 of Fig. 1.

I have shown an internal combustion engine 10 having a crankcase 11 witha crankshaft 12 positioned therein, and a cylinder block 13 having thecylinders 14, 15, 16 and 17 therein. The cylinder block 13 is providedwith water spaces 18. Within the cylinders 14, 15, 16 and 17 are pistons19, 20, 21 and 22 which are respectively secured to the crankshaft 12 byconnecting rods. 23,24, 25 and 26, and by the bearings 27, 28, 29 and30. Positioned upon the heads of cylinders 14, 15, 16 and 17 is acasting 31 having ports 32, 33, 34 and 35 therein which are positioneddirectly over the upper ends of cylinders 14, 15, 16 and 17respectively. The casting 31 is also formed with water spaces 36 whichare connected with water spaces 18 by the ports 37.

Positioned upon casting 31 is a plate 40 having apertures 41, 42, 43 and44 thereimas designated in Fig. 4, which apertures are so spaced as toalign, when desired, with ports 32, 33, 34 and 35 respectively. A secondcasting having apertures 51, 52, 53 and 54. therein is positioned uponplate 40 with its apertures 51, 52, 53 and 54 adaptedto coordinate oralign with ports 32, 33,34 and 35 respectively. I Casting 50 is alsoformed with water spaces 55 therein which are suitably connected withwater spaces 18 and 36,.-

Positioned upon casting 50 is a plate .60

which has apertures 61, 62, 63 and 64 therein, 1

as shown in Fig. 3, positionedto align,when desired, with apertures 51,52, 53, and 54 in casting 50, and ports 32, 33, 34 and 35 respectivelyin casting 31. Positioned upon plate '60 is another casting which hasapertures 71, 72, 73, 74, 75, 76, 7.7 and 78, as shown in Fig. 2,whichare positioned in pairs so that (1 and 7 2 may coordinate withaperture 51 and port 32,73 and 74 with aperture 52 and port 33,-7 5 and7 6Wltll aperture 53and port 34, 77 and 7 8 with aperture 54 and port35. Casting 70 is also provided with water spaces 79 which may besuitably connected, as will be readily understood, with water spaces 55,v

36 and l The paired apertures 71-72, 7 374, 7 5 I 76, and 7778 areprovided with housings 86. Intake manifold 81 is connected throu h thehousings 8O withthe apertures 71, 73, 5 and 77; and the exhaust manifold82 is connected through housings with apertures 72, 74, 76 and 78 asshown in Fig. 2.

Casting 50 is provided at each end with apertured tongues 56 and 57which carry crankslia fts 91 and 92 in suitable bearings. Crankshaft 91has horizontallyextending cranha-rm 93, which in turn has securedto itsend a spindle or shaft 94. Crankarm 95 issecured to the upper end ofcrankshaft 91 and extends horizontally at right angles therefrom, and atan angle of from the direction of crankarm'93L Secured to the end ofcrankarm is an upwardly extending spindle 96. Spindle 94 is movablysecured in a suitable bearing in the end of plate 40, and spindle 96 ismovably secured in a suitable bearing in'the end of plate 60. I

Secured to theupper end of crankshaft 92 is a horizontally extendingcrankarm 101,.

secured to lower end a.

and secured to theend of crankarm 101 is an arm 103 which extends at anangle of 90 shaft 92 is from the direction of crankarm 101 andhassecured to its end a downwardly extending spindle 104 which is movablysecured in a bearing in the end of plate 40. The crankdriven by thecamshaft 110 which has secured to its upper end a cam 111 which is alsosecured to the lower end of spindle 104.

- Camshaft 110 has secured to its lower end a bevelled gear 112 which isoperatively engaged with bevelled gear 113 on crankshaft 12. Thecamshaft 110 is supported in suitable bearings in crankcase extension11.5 and" cylinder block extension 116..

Castings 31, '50 and 70 are constructed and positioned to permit plates40 and 60 respectively to slide with a circular motion be tween them, asshown. The apertures 41, 42, 43 and 44 in plate 40 are dispo ed at anangle to each other as are the apertures 61, 62, 63 and 64 in plate 60,apertures 51., 52, 53 and 54in casting and ports 32, 33, 34 and 35incasting 31, which is determined by the firing order of ,the cylinders14, 15, 16 and 17. Apertures 71 and 72,7 3 and 74,75 and 7 6, and 77 and78 in casting 70 are likewise arranged at the same angle to each otheras the apertures in plates 40 and and castings 31 and 50, for the samereason. Bevel gear 113 on crankshaft 12 is so related to bevel gear 112on camshaft 110 that camshaft 110 will rotate once while crankshaft 12rotates twice. For the purposes of illustration, the firing order ofcylinders 14, 15, 16 and 17 in the four cylinder four cycle engine shownin Fig. 1 has been designated as 14, 16, 17 and 15. The piston 19 incylinder 14 is shown at the upper end of its compression stroke, thepiston 21- in cylinder 16 is shown beginning its compression stroke, thepiston 22 in cylinder 17 is shown beginning its intake. stroke and thepiston 20in cylinder 15 is shown beginning its exhaust stroke. Thecrankarms 95 and 101 extend in the same plane and direction fromcrankshafts 91 and 92, while the crankarms 93 and 103 extend in the sameplane and direction from crankshafts'91 and 92 but at an angle of 90 tothe direction of the crankarins 95 and 101 so that a clockwiserotation'of crankshafts 91 and 92 will cause the apertures 61-, 62, 63and 64 in plate 60 to move in a circle and will also cause the apertures41, 42, 43 and 44 in plate 40 to move in a circle thus causingtheapertures 61, 62, 63and 64 in plate 60 to follow 90 behind theapertures 41, 42, 43 and 44 in plate 40 as the crankshafts 91 and 92 arerotated. The casting is stationary and the apertures 71 and 72 thereinare so positioned that the partition 120 between the apertures 71 and 72is direct partition 121. between apertures 73 ly above the aperture 51in casting 50 and the port 32 in casting 31. This is also true of theand 74, partition 122 between apertures 75 and 7 6, and a-rtition123between apertures 77 and 78 with relation to apertures 52-, port 33,aperture 53, port 34, and aperture 54, port 35 respectively.

The length and width of each of the apex turcs 71 and 72 and thepartition 120 are respectively equal to each other, and the apertures 737 4, 7 576, 7 77 8, and the partitions 121, 122, 123, and the apertures61, 62,

63, 64 of plate f) are of thesame dimensions. The center to centerlength of the crankarnis 95 and 101 are each equal or slightly greaterthan the width of each ofthe apertures? 1, etc. as above stated. 1twillbenoted that the aper tures51, 52, 53 and 54 are somewhat funnelshaped as thcirupper ends are each of sunicient size and shape to coverthe area of the apert-ures71, 72 and partition 120, while their 10 *erends are smaller and each of a size and shape siulicient only to coverthe area of ports 32, 33, 34 and The ports 32, 33, 34 and 35 each of asize not greater than each of the apertures 71, etc. in casting70,apertures 61, etc. in plate 60, and the lower of apertures 51., etc.in plate 50; and the apertures 41,42, 43 and 44 in plate 40 are of thesame size and shape as the ports 32, etc. The center to center length ofeach of the crankarms 93 and 103 is equal to or slightly greater thanthe width of either of the apertures 51,

etc, 41, etc, or ports 32, etc. The plate 60 is. so positioned that whencrankarins 95 and crankarms 93 and 103 driving the plate 40 arepositioned to move in advance of crankarms and 101 and are therefore atthree oclock, and the aperture 41 in plate 40 is to the right of port 32and aperture 51', as shown in 4, and the other apertures in plates 60and 40 are in the relative positions shown in Figs. 3 and 4. It willthus be seen that the rotation of plates 40 and 60 clockwisefroin theposition above described will first cause apertures 71, 51 and port 32to be closedto each other,a further quarter rotation will pro duce anopen passage through apertures 72, 61, 51,41 and port 32,a halfrotation'will close both apertures 71 and 72,-a threequarter rotationwill produce an open passage through apertures 71, 61, 51, 41 and port32, and a complete rotation will again close apertures 71 and 7 2, and51and port 32. The same result is obtained with reference to the thercylinders 15, 16, 17 although at different intervals as a result of thedifferent angles of the apertures which lead to the various cylinders,the degree of inclination of which depends upon the number of cylindersand their iring order. In Fig; 1 the firing order VIC of the fourcylinders is 14-16-1" -15, thus the apertures for cylinder 14, the firstto fire, may be taken as the standard of comparison,the apertures forcylinder 16, the second firer, are inclined 15 to the right of theapertures of cylinder 14E,'the apertures of cylinder 17, the thirdfirer, are inclined to the right of the apertures of cylinder 16, theapertures of cylinder 15, the fourth firer, are inclined 45 to the rightof aperturesof cylinder 17.

As an illustration, I designate apertures 71, 73, 75 and 77 as intakeports by connection with the intake manifold 81,and apertures 72, 7e, 76and 78 as exhaust ports by connection with the exhaust manifold 82. Thenassuming that piston 19 in cylinder 1a is at the top of its compressionstroke, as illustrated in Fig. 1, it will be observed that the aperture61 in plate is directly beneath the partition 120, thus closing both ofthe apertures 71 and 72, and that aperture 41 inplate lO'is to the rightof the lower end of aperture 51, and the port 32, thus sealing thecylinder 14 for the explosion which occursat the top of the compressionstroke. Itwi'll then be observed that piston 21 in cylinder 16, which isnext in the firing order, is just starting its compression stroke;aperture 63 in plate 60 is moving across aperture toward aperture 76,and is partly beneath partition 1:22,

and aperture 43 is to the right of port 34 and the lower end of aperture53, thus sealing the cylinder 16 for the compression stroke. It willthen be noted that piston 22 in cylinder 17, which is third in firingorder, is just beginning its downward intake stroke, and that aperture64 is coordinating with intake aperture 77, and that aperture 4 1 inplate 40 iscoordinating with port 35 and the lower end of aperture 54,thus providing a free passage through the intake manifold 81 and theintake aperture 77 into the cylinder 17. It will then be noted thatpiston 20 in cylinder 15, which is the fourth in firing order, is justbeginning its upward exhaust stroke, and that aperture 62 in plate 60 isjust moving from under partition 121 toward exhaust aperture 74, andthat aperture 42 in plate 40 is beginning to coordinate with port 33thus moving toward a free passage from cylinder 15 through exhaustaperture 74 into the exhaust manifold 82. A further quarter rotation ofplates 60 and 40 will move the apertures therein to hold cylinder 16sealed for firing, and to close cylinder 17 for compression, to opencylinder 15 for intake and to open cylinder 14 for exhaust. As therotation continues, the relative action with reference to the differentcylinders will take place in the order described. It will be un derstoodthat my device may be readily adapted to operate upon engines having anygiven number of cylinders and that the only alterations required wouldbe in the change fuel feeding mechanism, such as the engines of pleasureand commercial ears now in common use, in order that there may be nooverlap between the opening of the intake passages and the closing ofthe exhaust passages as the apertures 6.1, etc. swing from exhaustapertures 72, etc. to intake apertures 71, etc.

This construction is not necessary iii-racing engines and such otherengines as are pro vided with a forced fuel feeding mechanism, as thepressure under which the fuel is 1ntroduced into the intake apertureswill effectually prevent any trailing exhaust gases from slowin.

of fuel into the cylinders.

up or interfering withthe passage I It will also be understood thatseveral pairs I of sliding plates may be used instead of the single pairshown in the drawings, by disposing each pair of plates used over theparticular cylinder or cylinders they are designed to control, and thatthe number of plate driving mechanismsmay be accordingly increased andsuitably positioned for operation.

It will also be understood that the apertures 71, etc. 61, etc. 51, etc.451, etc. and ports 32, etc. may be of any desired shape or size so'longas apertures 61, etc. correspond in size, shape and position withapertures 71',-

etc. and partitions 120, etc, and apertures l1, etc. correspond in size,shape and position with the ports 32', etc. and the lower ends ofapertures 51, etc. and the length of the crankarms operati-ng the platesare equal to the width or diameter ofthe apertures in their respectiveplates.

It will be obvious that various changes may be madein the arrangement,combination and construction of the various parts of my improved devicewithout departing from the spirit of my invention, and it is myintention to cover by my claims such changes as may be reasonablyincluded within the scope thereof.

What I claim is 1. A valving mechanism for an internal combustion enginehaving an apertured' combustion chamber and a reciprocating memberoperable therein, comprising a header member for said combustion chamberhaving a passage there-through aligned with the aperture in saidcombustion chamber through which explosive and exhaust gases pass intoand out of said combustion chamber, apertured plates slidable in saidheader member for opening and cl'osin'g'the passage there- Inn throughinto said combustion chamber whereby the passage of explosive gases intoand the passage of exhaust gases from bustion chamber is coordinatedwith the movement of the reciprocating member therein.

2. A valving mechanism for an internal combustion enginehaving aplurality of combustion chambers with a single aperture in each andreciprocating members operable in said chambers, comprising a header.member for said combustion chambers having passages there-through eachaligned with the V ber for said combustion chan'iber having a passagethere-through aligned with the aperture in said combustion chamberthrough which explosive and exhaust gases pass into and out of saidcombustion chamber, apertured plates rotarily slidable in said headermember for opening and closing the passage P there-through into saidcombustion cham ber whereby the passage of explosive gases into and thepassage of exhaust gases from said combustion chamber is coordinatedwith the movement of the reciprocating member therein.

4. A valving mechanism for an internal combustion engine having aplurality of apertured combustion chambers and reciprocating membersoperable in said chambers, comprising a header member for saidcombustion chambers having passages therethrough aligned with theapertures in said combustion chambers through which explosive and ex.

haust gases pass into and out of said combustion chambers, aperturedplates rotarily slidable in said header member for open ing and closingthe passages there-through into said combustion chambers, whereby thepassage of explosive gases into and the passage of exhaust gases fromsaid combustion j chambers is coordinated with the movement of thereciprocamg members herein.

5. A, valving mechanism for an internal combustion engine having anapertured combustion chamber and a reciprocating member operabletherein, comprising a header member for said combustion chamber having apassage therethrough aligned with the a erture in said combustionchamber throu h which explosive and exhaust gases pass into and out ofsaid combustion chamber, apertured plates slidable in said headermember, driving means for said plates operatively connected with saidreciprocating member whereby said plates are moved to open andclose'thepassage from'said combustion chamber through said header memberin coordination with the movement of said reciprocating member.

61A valving mechanism for an internal combustion engine having aplurality of combustion chambers and reciprocating members operabletherein, comprising a header member for said combustion chambers ha"-ing passages there-through each aligned with the'sole aperture in eachof said combustion chambers through which explosive and exhaust gasespass into and out of said con bustion chambers, apertured platesslidable in said header member, driving means for said platesoperatively connected with said reciprocating members whereby saidplates are moved to open and close the passages from said combustionchambers through said header member in coordination with the movement ofsaid reciprocatingmembers.

7. A valving mechanism for an internal combustion engine having anapertured combustion chamber and a reciprocating member operabletherein, comprising aheader member for said combustion chamber having apassage there-through aligned with the aperture in said combustionchamber through which explosive and exhaust gases pass into and out ofsaid combustion chamber, apertured plates rotarily slidable in saidheader member, driving means for said plates operatively connected withsaid reciprocating member whereby said plates are moved to open andclose the passage from said com-' bustion chamber through said headermemher in coordination with the movement of said reciprocating member.

8. A valving mechanism for an lnternal combustion engine having aplurality of combustion chambers and reciprocating members operabletherein, comprising a header member for said combustion chambers havingpassages therethrough aligned with the apertures in said combustionchambers through i which explosive and exhaust gases pass into and outof said combustion chambers, apertured plates rotarily slidable in saidheader member, driving means for said plates operatively connected withsaid reciprocating members whereby said plates are moved to open andclose the passages from said comits,

bust-ion chambers through said header memv ber in coordination with themovement of said reciprocating members,

9. An internal combustion engine having a combustion chamber and areciprocating member operable therein, said chamber having a commonintake and exhaust port, a valving mechanism comprising a header exhaustopenings at one end thereof and hav ing a single opening at the oppositeend thereof aligned with said combustion chamber port a pair ofapertured plates slidable in said header member in parallel planes andadapted upon movement to open and close said passage through said headermember in timed relation to the movement of said reciprocating member insaid combustion chamber.

10. An internal combustion engine having a plurality of combustionchambers and reciprocating members operable therein, said chambers eachhaving a common intake and exhaust port, a valving mechanism comprisinga header member for said combustion chambers, having a number ofpassages equal to the number of combustion chambers, each of saidpassages having intake and exhaust openings at one end and a singleopening at the opposite end aligned with a combustion chamber port, apair of apertured plates slidable in said header member in parallelplanes, and adapted upon movement to open and close said passagesthrough said header member in time-d relation to the movement of saidreciprocating members in said combustion chambers.

11. In an internal combustion engine having a combustion chamber and areciprocating member operable therein, said combustion chamber having acommon intake and exhaust passage leading therefrom provided with anintake and an exhaust port at its outer end, an apertured member movableacross said passage for opening and closing said combustion chamber incoordination with the cyclic action of the reciprocating member therein,and a second apertured member movable across said passage incoordination with said first apertured member for controlling thepassage of fuel and exhaust gases to and from said combustion chamber incoordination with the cyclic action of the reciprocating member therein.

12. In an internal combustion engine having a plurality of combustionchambers and reciprocating members operable therein, said combustionchambers each having a' common intake and exhaust passage leadingtherefrom which are each provided with an intake and an exhaust port atits outer end, an apertured member or members movable across saidpassages for opening and closing said combustion chambers incoordination with the cyclic action of the reciprocating memberstherein, and another apertured member or members movable across saidpassages in coordination with. said first apertured mem her or membersfor contolling the passage of fuel and exhaust gases to and from saidcombustion chambers in coordination with the cyclic action of thereciprocating members therein.

HENRY ALBERT SCHMIDT.

